The production Lexus LFA features a new V10 engine and a carbon fiber-reinforced polymer (CFRP) body. The use of CFRP materials, which account for 65 percent of the LFA's body composition,<ref name=rttech>Template:Citation/core{{#if:|}}</ref> is to reduce overall weight for improved performance. The LFA is scheduled to go into production in late 2010, with a projected run of 500 hand-built vehicles at an estimated base price of $US375,000.<ref name=bwlaunch/> A circuit-tuned variant is scheduled for 2012.<ref name=lfar>Template:Citation/core{{#if:|}}</ref>

Recent Changes

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Styles and Major Options

Certain vehicles come in different trim levels or body styles. Features and major options should be mentioned here.

Pricing

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MODEL Trims

LFA

MSRP

¥ 37.5 million(US$ 375,000/€ 250,720)

Invoice

$Price1

Gas Mileage

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As seen on the FuelEconomy.gov website, the City/Highway MPG averages are as follows:

Trim

Trim1

Trim2

Trim3

Trim4

MPG

c/h

c/h

c/h

c/h

Engine and Transmission

ENGINE

The LFA is powered by a 72° 4.8-liter V10 engine equipped with Dual VVT-i carrying the 1LR-GUE designation with a maximum output of 552 bhp delivered at 8700 rpm. Its maximum torque output of 354 lb-ft arrives at 6800 rpm, 90 percent of which is available from 3700 rpm. The engine, like the Ferrari 458 Italia, redlines at 9000 rpm and is constructed using forged aluminum pistons, titanium connecting rods, titanium valves and uses dry sump lubrication as well. Air is fed directly from beneath the hood through a large rectangular opening using a dual stage variable intake manifold into 10 individual throttle bodies and exits through a titanium muffler. Toyota attempted to design the engine to sound like that of a Formula One car with rapid revs and claims an analog tachometer needle would be unable to accurately track the LFA's rapid changes in engine speeds, necessitating the use of digital tach which can instantly display rpms.

According to Chief Engineer Haruhiko Tanahashi a front engine layout was selected instead of a mid engine layout as it is inherently more forgiving dynamically affording less experienced drivers with a wider safety net.<ref>http://www.roadandtrack.com/article.asp?section_id=7&article_id=8480</ref> To maintain a near ideal weight distribution, a rear transaxle is used, in addition to the mounting of the fuel tank ahead of the rear axle and the radiators at the rear. <ref>Lexus Unveils LF-A Concept at 2005 NAIAS</ref> The engine is connected to the transaxle via a rigid torque tube which the exhaust system runs directly below. This arrangement is designed to lower the vehicle's center of gravity compared to conventional designs.<ref name=autocar/>

Performance

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If using information gathered from Road Test articles from a reputable automotive source, then please make sure to cite the quote.

PERFORMANCE

0-62 mph (0-100 km/h): 3.7 s

Top speed of 201.94 mph (325 km/h)

Power-to-weight ratio of 5.8 pounds/hp

48/52 front-to-rear weight distribution

BRAKES

Front: Cross-drilled ventilated discs, 399 x 34 mm

Rear: Cross-drilled ventilated discs, 360 x 28 mm

SUSPENSION

Front: Double wishbone with anti-roll bar

Rear: Multilink with anti-roll bar

STEERING

Steering gear type: Rack and pinion

Power steering type: Electric

Ratio: 14.3

Turns lock to lock: 2.35

TYRES AND WHEELS

Wheels

Front: 20x9.5J BBS alloy

Rear: 20x11.5J BBS alloy

Tyres

Front: 265/35R20 95Y

Rear: 305/30R20 99Y

The LFA's Carbon Ceramic (Silicon Carbide) brakes.

Reliability

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Safety

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Main Competitors

In terms of price, performance and exclusivity, these are the LFA's closest competitors. However, it should be noted that at its US$ 375,000 entry fee and 500 unit production, the LFA sits in a unique market segment that has no direct competitors (or which are no longer produced, such as the Porsche Carrera GT or the Mercedes-Benz SLR-McLaren).